Refrigerating apparatus



Jan. 16, 1940. c. F. HENNEY REFRIGERATING APPARATUS Filed June 29, 1935 3 Sheets-Sheet 1 Z 36 NVENTOR. 6%@ 9%. ATTORN- Jan. 16, 1940. c. F. HENNEY REFRIGERATING APPARATUS 1935 3 Sheets-Sheet 2 Filed June 29,

A'ITOI Jan. 16, 1940. C, 5.-, HENNEY 2,187,569

REFRIGERATING APPARATUS www ATTORNEYS Patented Jen. 16, 1940 UNITED STATES PATENT OFFICE Application June 29, 1935, Serial No. 29,118

18 Claims.

This invention relates to refrigeration.

An object of this invention is to provide an improved system of cooling a compartment in which the air for the compartment is cooled by a mechanical refrigerating system as long as sum- Further objects and advantages of the present l invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings:

Fig. 1 is a vertical cross-sectional view, somewhat diagrammatic, showing portions of the cooling apparatus as applied to a car;

Fig. 2 is a diagrammatic representation of a way of operating the mechanical refrigerating system together with controls therefor;

Fig. 3 is a view, somewhat similar to Fig. 2, but showing a modified form of the invention;

Fig. 4 is a modified form of ,a portion of the apparatus shown in Fig. 2;

Fig. 5 is a diagrammatic representation of another embodiment of the invention applied to a passenger car;

Fig. 6 is an enlarged cross-sectional view of a portion of Fig. 5;

Fig. 7 is an enlarged transverse cross-sectional view of the duct shown in Fig. 5;

Fig. 8 is a view somewhat similar to Fig. 'l but showing a slight modification; and

Fig. 9 is a view somewhat similar to Fig. 7 but showing the invention applied to a slightly different type of car.

A car il is provided with a, compartment Ii to be cooled. 'I'he air for this compartment may be cooled by a primary refrigerating system or by refrigeration from a secondary refrigerant, such as solid carbon dioxide, I2 introduced into the receptacles il and i4 at each end of the car. The arrangement is such that the mechanical refrigerating system provides refrigeration so long as sufiicient power is available therefor and the carbon dioxide provides refrigerationwhen such ypower is insumcient.

The mechanical refrigerating system may include a refrigerant evaporator l5 and a refrigerant liquefying unit I6, these being connected in primary refrigerant flow relationship. The liquefying unit may include a compressor i1 discharging into the condenser i4' provided with a liquid refrigerant receiver I8. From thence liquid refrigerant flows through the line I9 past an automatic expansion valve 20 to the evaporator i5 from whence it returns to the compressor through the line 2i. 'I'he valve 20 may be of the type which automatically introduces refrigerant into the evaporator when the pressure therein is reduced below a predetermined limit by the compressor. A thermostatic bulb 22, placed near the outlet of the evaporator, automatically throt- 10 ties the valve when the refrigerating effect in the evaporator reaches the bulb 22. The compressor I1 is driven either by an electric motor 23 orV from a live axle 24 of the car. 'I'he shaft 2E is drlvingly connected to the rotor of the mo- 1| tor 23 and also to an automatically regulated constant speed drive 26. The driven member 21 of the vconstant speed drive is connected to the shaft 25 through the medium of a clutch 2B. 'I'he driving member 29 `is carried on the jack- 4shaft 30 swingingly carried on the framework of the car and is in turn driven by means of the belts Il from the live axle 24. The motor 28 may be connected to a source of electricity, such as a central power line by means of a plug 32 25 whichv may be inserted into the receptacle 33. When this connection is made the thermostatic switch 34 controls the relay 35 and controls the switch 36 between the power house and the motor 23. Thus the motor is controlled in accord- $0 ance with temperatures in the compartment il when it is connected to the source of electricity. When the compressor I1 is to be driven from the live axis 24, the car is operating at a sufilcient speed to cause the air compressor 31 to force air to the pneumatic clutch 2B thus engaging the clutch and causing the live axle 24 to drive the compressor I1. An automatic control, responsive to conditions in the compartment ii,

is provided for regulating the refrigerating power 40' of the mechanical system in accordance with refrigeration demands. Thus a thermostatic bulb II governs a valve 39 which in turn governs the flow of air to the clutch 28. When the temperature in the compartment Il has risen to a predetermined limit the bulb 3l causes the shaft 24 to drive the compressor i1 and when the temperature is reduced to another predetermined limit the drive is disengaged at 28 by the closing of the valve 39.

Means are provided for causing the carbon dioxide I2 to cool the air for the compartment il when the mechanical refrigerating system is' not operating or lacks sufilcient refrigerating capacity for the demandsuponlt. Thismeansmaytake' the form of a secondary refrigerant system including a secondary evaporator 48 and a secondary condenser '4 I The condenser 4I is in thermal contact with the iloor upon which the carbon dioxide rests. Volatile secondary refrigerant condensed at 4I flows in liquid form into the evaporator 48 and returns in gaseous form through the line 42 to be reevaporated and returned to the condenser 4I. Means are provided for throttling this cooling action both when the mechanical refrigerating system is operating and also in accordance with refri-gerating demands when the mechanical refrigerating system is not operating. This may be accomplished by properly throttling the return line 42. When the live axle 24 operates the compressor 31 at proper speed, the air pressure in the line 43 is exerted upon a valve 44 which throttles the line 42. This causes secondary liquid refrigerant to be forced out oi' the evaporator 48 and up through the riser 45 where it is not available for cooling air. The line 42 also is throttled by the valve 46 in response to impulses from the thermostatic bulb 41 in the compartment -II. When the car slows down or stops and opens the valve 44, the valve 46 takes command under the control of bulb 41 and regulates the operation of the secondary refrigerating system in accordance with temperature conditions in the compartment II. A by-pass 48 is provided and includes a valve 49 which is controlled by a thermostatic bulb 58. The calibration of the bulb 58 is such that if the temperature in the compartment II rises above that set for the bulb 38 or switch 34, then the Aby-pass 48 is fully opened and thus the cooling power of the carbon dioxide .I2 is made available to aid in coolin-g the compartment I I when the mechanical refrigerating system lacks suilicient power to refrigerate properly. The opening and closing limits of the valve 49 are so calibrated that they close at a temperature slightly above that at which the thermostats 38 or 34 energize the mechanical refrigerating system.

When connection is made at 32-33, the main passage of secondary refrigerating system is automatically closed. This may be accomplished by a solenoid valve 44a which is energized when the connectors 32-33 are brought together. The valve 44a closes when energized and thus the main passage of secondary system is closed as long as electric energy is available for the motor 23.

Under some conditions one receptacle I4 and one secondary refrigerating system is suiiicient; but I have shown a twin construction at each end of the car, it being understood that the operation of both parts are exactly the same.

In the modication shown in Fig. 3 the com.- partment 58 of a car is provided with refrigerating means somewhat similar to those heretofore described. Thus a mechanicalv refrigerating system includes a refrigerant liquefying unit 5I and an evaporator 52. The liquefying unit includes a compressor 53, condenser 54 and receiver 55. Valve 51, similar to valve 28, is controlled by a bulb 58 similar to the bulb 22. Evaporated refrigerant returns through the line 59. The compressor 53 is driveneither by motor 68 or from a live axle 6I. The pneumatic clutch 63 is substantially similar tothe clutch 28 but in this case is under the control of the regular air, brake system through the air line 64. The valve 65 is operated by a thermostat 66 in the compartment 58 so that when the temperature rises to a predetermined limit air is admitted to the clutch 63 and it is engaged to drive the compressor 53 from the axle 6I. 'Ihis is only possible, however. when the axle 6I is operating at a predetermined speed such that it rotates the generator '66a fast enough to open the solenoid valve 61. When the car stops at the station, the connector plug 68 from the power house may be connected to the receptacle 69 which provides leads to the motor 60 which include the switches 18. When connection is made at 68 and 69 the thermostatic switch 1I controls the relay 12 and thus controls the motor 68 through the switches 18. At the same time this connection at 68 and 69 throttles the secondary refrigerant system through the medium of solenoid valves 13. When the car is standing still the solenoid valve 61 is closed and thus the clutch 63 is disengaged so that the motor 68 can drive the compressor 53.

When the car slows down or is standing still and no connection is made at 68 and 69 the carbon dioxide in the receptacles 14 is caused to cool 1 The sec- 15 and a condenser 16 substantially the same as heretofore described. The gas return line 11 is provided with solenoid valves 13 and 18 and a thermostatic valve 19. The valve 18 opens when the car slows down or stops because the generator 66 lacks suicient speed to close the valve. The valve 19 is operated in accordance with conditions in the compartment 50 through the medium of the thermostatic bulb 88 opening when the temperature reaches a predetermined limit and closing at a lower limit. A -by-pass 8| is provided which is similar to the by-pass 48 and is provided with a valve 82 and bulb 83 similar in function and calibration to the valves 49 and bulb 58 of Fig. 2 for causing the carbon dioxide -to aid the primary mechanical system if it lacks suillcient re- "i frigerating capacity.

The arrangement of Fig. 3 is such that the mechanical refrigerating system provides refrigeration for the air so ylong as the temperature in the compartment 58 requires it and so` long as the' axle 6I has suillcient speed or the connectors 68 and 69 are connected. During that period the secondaryv system is inoperative because one or the other of the valves 13 or 18 are closed. However, when the car stops compartment 58. The thermostat 83 occasionally causes the secondary system to operate even when the mechanical refrigerating system is' operating; but this occurs only when the mechanical refrigerating system lacks suicientv capacity to refrigcrate properly the compartment 58.

In the modification shown in Fig. 4, the control of the secondary system shown in Fig. 2 is slightly modified. The valves 46 and 49 operate as previously described. However, the valve 44 is operated in response to suction pressures in the return line 2| rather than in response to air pressures in the line 43. Thus the return line 42 of the secondary system is throttled so long as the mechanical refrigerating system can maintain a sufficiently low back pressure in the line 2l However, when the mechanical system stops, the pressure in 92 rises and this rise in pressure opens the valve 44 to placethe secondary system under the control of the thermostatic valve 46.

The solenoid valve 44 may be omitted, if desired, in this modification. All other parts of the system to be used with the apparatus shown in Fig. 4 are substantially the same as that shown in Fig. 2.

'Ihis invention may also be 'applied to railway passenger cars and the like. In the embodiment shown in Figs. 5 to 9 inclusive, air for the compartmentr is conditioned in the conditioning compartment |0|. Airis forced through this compartment by means of a fan |02 and is delivered to a distributing duct |03 running along the roof of the car. A single treating zone or conditioning compartment may be used or two such compartments, 'one at each end of the car, may be used as indicated in Fig. 5. The mechanical refrigerating system may include a mechanical refrigerant liquefying unit operated from a live axle and from a stand-by motor substantially as indicated in Figs. 2 and 3. Such a liquefying unit may be connected in primary ref'rigerant flow relationship with a primary evaporator |04. Liquid refrigerant enters the evaporator |04 through the line |05 past an expansion valve |06 and returns in gaseous form through the line |01 to the liquefying unit. The valve |06 may be ,substantially the same in construction and action as the valve 20 and may be provided with a bulb |08 controlling the valve similarly to the bulb 22. Air for the compartment |00 is forced past the vertical iins in the transverse, pipes of the evaporator |04 and is cooled thereby and is thereafter distributed by the duct The air may also be refrigerated from a secondary refrigerant, such as solid carbon dioxide, placed in the receptacle |00. Means for causing the carbon dioxide to refrigerate the air may be provided. This may take theA form of a closed secondary refrigerant system including a secondary evaporator ||0 and a secondary condenser Liquid from the condenser flows through the line I I2 and gaseous refrigerant returns through theline H3. The square ||4 rep resents diagrammatically valves and by-pass similar to 44, 44a, 46, 48 and 49 of Fig. 2 so as to control the action of the secondary refrigerating system vin a similar manner to that described with respect to Fig. 2.

In the winter time the secondary evaporator ||0 may be used to heat the air. This may be accomplished by closing the valve ||5 then placing solid carbon dioxide in |09 and causing the entire charge of secondary refrigerant to be trapped in the condenser Thereafter the valve H6 may be closed and steam from the train line may be introduced into the evaporator ||0 through the line The condensed steam may flow by gravity through the line ||8 to the usual automatic steam trap for discharging condensed Water. The flow of steam into the evaporator ||0 may be controlled by a valve ||8 actuated from the thermostatic bulb placed in the compartment I0.

The distributing duct |03 may be of any suitable construction. Thus the ceiling member |2| of the car may have a portion |22 curled around to provide an indirect lighting shield for the lights |23. A duct floor |24 is supported under neath so as to form a continuous discharge opening I 28 alongvthe length of the duct between the floor |24 and the shield |22. 'Ihe cooled air is thus discharged through the opening |28 all along the length of the car. In order to insure a more even distribution of theaii". banles |20 the bottom, the shield |22a may be provided with an opening |a along the length of the car, so that the cooled air is discharged at this point instead of at the bottom of the duct.

In the modication shown in Fig. 9 the duct may be formed of an inverted U-shaped' channel |30 cooperating with the floor |3| and forming the `discharge opening |32 along the length of the car and along the bottom of the distributing duct. The floor |3| may be supported by brackets |33 placed at intervals along the length of the car. The baille arrangement is substantially the same as described with respect to Fig. 7.

The primary refrigerant evaporators may be placed in the car substantially in the same position as those shown in my copending application for Refrigerating apparatus, Serial No. 29,119, led concurrently herewith. The evaporators of the secondary system may be placed in positions corresponding to the secondary evaporator in that application.

While the form of embodiment of the invention as herein disclosed constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which i'ollow.

What is claimed is as follows:

1. In a car, a live axle, a refrigerant liquefying unit drivingly connected to said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant ow connections between said evaporator and unit, an independent secondary refrigerant receptacle, means for cooling air for said compartment from secondary refrigerant in said receptacle, means for controlling the cooling of air by said secondary refrigerant in accordance with the operation 'of said live axle, and means for controlling the cooling of air by said evaporator in accordance with conditions in said compartment.

2. In a car, a live axle, a refrigerant liquefyng unit drivingly connected to said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant flow connections between said evaporator and unit, an independent secondary refrigerant receptacle, means for cooling air for said compartment from secondary refrigerant in said receptacle, means for controlling the cooling of air by said secondary refrigerant in accordance with conditions in said compartment, and means for controlling the cooling of air by'said secondary refrigerant in accordance with the operation of said live axle.

3. In a car, a live axle, a refrigerant liquefy-lng unit drivingly connected to said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant flow connections between said evaporator and unit, an independent secondary refrigerant receptacle,

means for cooling air for said compartment from secondary refrigerant in said receptacle, means causing the cooling of air for said compartment by said secondary refrigerant when said evaporator lacks sunlcient refrigerating capacity to cool said compartment, said last named means including means under the control of the movement of said car.

4. In a car, alive axle, a refrigerant liquefying unit drivingly connected to said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant flow connections between said evaporator and unit,

an independent secondary refrigerant receptacle, mea for cooling air for said compartment from n' secondary refrigerant in said receptacle, means controlling the operation of said compressor from said live axle in accordance with refrigeration demand, and means causing the cooling of air by said secondary refrigerant when said evaporator lacks sufficient refrigerating capacity' to cool said compartment and tending to prevent such cooling when said evaporator has suflicient capacity.

5. In a car, a live axle, a refrigerant liquefying unit dr.vingly connectedto said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant flow connections between said evaporator .and unit, an independent secondary refrigerant receptacle, means for cooling air for said compartment from secondary refrigerant in said receptacle, means controlling the operation of said compressor from said live axle in accordance with refrigeration demand, and means whereby the air may be cooled by said secondary refrigerant when the speed of said live axle drops below a predetermined value.

6. In a car, a compartment on said car, a live axle, a refrigerant liquefying unit, a drive having a clutch between said axle and said unit, an evaporator connected in refrigerant iiow relationship with said unit and disposed to cool air for said compartment, means for controlling said clutch in accordance with refrigeration demand, means for receiving a secondary refrigerant medium and for the cooling of air for said compartment by said medium, means tending to reduce the cooling of air by said medium when said live axle is operating at a sufficient speed,

1 and means controlling the cooling of air by said medium when said live axle lacks sumcient speed.

7. In a car, a compartment on said car, a refrigerant liquefying unit, a motor drivingly connected to said unit, an evaporator in refrigerant flow relationship with said unit and disposed to cool air for said car, means for receiving a secondary refrigerant medium and for cooling air for said compartment by said medium, means for controlling the operation of said liquefying unit in accordance with refrigeration demand, means tendingL to reduce the cooling of air by said medium when said unit is operating, and means controlling the cooling of air by said medium when said unit is not operating.

8. In a car, a compartment on said car, a refrigerant liquefying unit, a motor drivingly connected to said unit, an evaporatorI in refrigerant flow relationship with said unit and disposed to cool air for said car, means for receiving a secondary refrigerant medium and for cooling air for said compartment by said medium, a switch responsive to refrigeration demand controlling the operation of said motor, means tending to reduce the cooling of air by said medium when said unit is being operated by said motor under the control of said switch and for controlling the cooling of air by said medium when said motor is :disconnected from its source of power by other means than said switch.

9. In combination, a compartment to be` cooled,

an insulated receptacle for the reception of solid carbon dioxide, a closed secondary refrigerating system in thermal exchange relationship with said carbon dioxide and with air to be cooled for said compartment, means controlling frigerating system in thermal exchange relationi' ship with said carbon dioxide and with air to be cooled for said compartment, means controlling said secondary refrigerating system in accordance with conditions in said compartment, a primary refrigerating system .including a primary refrigerant liquefying unit and a primary refrigerant evaporator connected to said unit and disposed to cool said compartment, a live axle, a. clutch drive between said axle and liquefying unit, and means reducing the operation of said secondary refrigerating system when said axle is operating above la predetermined speed.

11. InI combination, a compartment to be cooled, an insulated receptacle for the reception of solid carbon dioxide, a closed secondary refrigerating system in thermal exchange relationship with said carbon dioxide and with air to be cooled for said compartment, means controlling said secondary refrigerating system in accordance with conditions in said compartment, a primary refrigerating system including a primary refrigerant liquefying unit, land a primary refrigerant evapoator connected to said unit and disposed to cool said compatment, an electric motor connected to said compressor, and means tending to reduce the operation of said secondary refrigerating system when said motor is connected to a source of electricity.

12. In combination, a compartment to be cooled, an insulated receptacle for Athe reception of solid carbon dioxide, a closed secondary refrigerating system in thermal exchanger relationship with said carbon dioxide and with air to be cooled for said compartment, means controlling said secondary refrigerating system in accordance with conditions in said compartment, a primary refrigerating system includinga primary refrigerant liquefying unit and a primary refrigerant evaporator connected to said unit and disposed to cool said compartment, an electric motor connected to said compressor, a switch responsive to conditions in said compartment and controlling the ow of current from said source to said motor, and means tending to reduce the operation of vsaid secondary refrigerating system when said motor is connected to a. source of electricity.

13. In a car having a live axle, a compartment to be cooled, an insulated receptacle for the reception of a secondary refrigerant medium, a closed secondary refrigerating system in thermal exchange relationship ywith said medium and with air to be cooled for said compartment, means controlling said secondary refrigerating system in response to a change in ais-seo the psychrometric condition of the air in said compartment, a primary refrigerating system including a primary refrigerant liquefying unit and a primary refrigerant evaporator connected to said unit and disposed to cool said compartment, a driving connection including a clutch between said live axle and said liquefying unit, and valve means in said secondary refrigerating system closing in response to said live axle attaining sumcient speed to drive said liquefying unit at sufficient speed to cool said compartment.

14. In a car having a live axle, a compartment to be cooled, an insulated receptacle for the reception of a secondaryrefrigerant medium, a

closed secondary refrigerating system in thermal exchange relationship with said medium and with v air to be cooled for said compartment, means com trolling said secondary refrigerating system in response to a change in the psychrometric condition of the air in said compartment, a primary refrigerating system including a primary refrigerant liquefying unit and a primary refrigerant evaporator connected to said unit and disposed to cool said compartment, a driving connection including a clutch between said live axle/and said liquefying unit, valve means in said secondary refrigerating system closing in response to said live axle attaining' suillcient speed to drive said liquefying unit at sufficient speed to cool said compartment, a. motor connected to said liqueiying unit, means for disengaging Said clutch and for throttling said secondary refrigerating system when Said motor is connected to a source of electricity.

15. In a car, alive axle, a refrigerant liquefying unit drivingly connected to said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant iiow connections between said evaporator and unit. an independent secondary refrigerant receptacle, means for cooling air for said compartment from secondary refrigerant in said re-v ceptac1e,meansfor controllingthecoolingof airV means for cooling air for said compartment from secondary refrigerant in said receptacle, elect trically o'perated valve means for controlling the cooling of air by said secondary refrigerant in accordance with the operation of said unit, and means for controlling the cooling of air by said evaporator in accordance with conditions in said compartment.

17. In a car, a live axle, a refrigerant liquefying unit drivingly connected to said axle, a compartment to be cooled, an evaporator disposed to cool air for said compartment, refrigerant flow connections between said evaporator and unit, an independent secondary refrigerant receptacle, means for cooling air for said compartment from secondary refrigerant in said receptacle, air operated valve means for controlling the cooling of air by said secondary refrigerant in accordance with the operation of said live axle, and means for controlling the cooling of air by said evaporator in accordance with conditions in said compartment. A

18. In a car, a compartment to be cooled, a receptacle for the reception of a cooling medium, means for cooling air for said compartment by said medium.- a separate mechanical refrigerating system driven by an electric motor, and means throttling the cooling action of said medium in response to connection of said motor to a source 

